2002 Acura RSX -- Powertrain

OVERVIEW
The two engines offered in the 2002 Acura RSX incorporate a host of
innovative features designed to deliver a cutting-edge combination of
performance, efficiency, and low emissions. Most apparent is the
first U.S. application of Acura's latest i-VTEC "intelligent"
valve-control system, a technology that combines VTC (Variable Timing
Control) - which continuously adjusts camshaft phase - with Variable
Valve Timing and Lift Electronic Control (VTEC) that changes valve
lift, timing, and duration. The result is impressive horsepower and
high torque with outstanding fuel economy and low exhaust emissions.
In addition, the RSX's transversely mounted engine block has been
rotated 180 degrees, bringing the exhaust manifold closer to the
catalyst for improved light-off and reduced emissions at start-up.

The RSX engine is an all-aluminum, 2.0-liter inline four-cylinder
design that uses 16 valves, a dual-stage intake manifold, and the
i-VTEC system (VTC on intake cam shaft only) to deliver 160
horsepower at 6500 rpm and 141 lb-ft. of torque at 4000 rpm.

The 2.0-liter four-cylinder in the high-performance RSX Type-S
model adds a high-performance version of the new i-VTEC system and a
fixed, high-volume intake manifold. These features help boost output
to 200 horsepower at 7400 rpm and 142 lb-ft. of torque at 6000 rpm.

In keeping with Acura's proven commitment to the environment, both
the RSX and Type-S engines meet strict Low Emission Vehicle-II
(LEV-II) standards.

The RSX comes with either a quick-shifting 5-speed manual
transmission or an electronically controlled, 5-speed automatic
transmission with Acura's Sequential SportShift system. Inspired by
the transmissions used in Formula One race cars, Sequential
SportShift allows the driver to shift the forward gears semi-manually
or enjoy the shifting ease of a conventional automatic.

The RSX Type-S is available exclusively with a new short-throw
6-speed manual transmission. Designed to be compact and lightweight,
the 6-speed has also been engineered to provide the lightning-quick
shift action of a racecar transmission. Multiple synchronizers
(triple cone on gears 1 and 2, double cone on gears 3-6) help reduce
shifting load for a light, responsive feel. The Type-S also includes
a short-throw clutch with a new torsion mechanism that considerably
reduces gear rattle.

i-VTEC VALVE-CONTROL SYSTEM
The innovative Variable Valve Timing and Lift Electronic Control
(VTEC) system made its debut on the Acura NSX supercar, delivering
abundant low-rpm torque, exhilarating high-rpm power, and outstanding
fuel efficiency.

Now, on the all-new 2002 RSX, Acura unveils the latest version of
this remarkable engine system: i-VTEC. The "intelligent," i-VTEC
system adds new VTC (Variable Timing Control) to VTEC to provide
continuously variable camshaft timing - taking the concept of
variable valve timing to new heights. In short, i-VTEC = VTEC + VTC.
Not only does i-VTEC provide a substantial performance increase
across a broad power band, it boosts fuel economy while also reducing
engine emissions.

VTEC (Variable Timing and Lift Electronic Control)
The innovative VTEC system is able to adjust the lift and opening
duration of the valves to help the engine produce both abundant
low-rpm torque and excellent high-rpm power. At low rpm, VTEC adjusts
valve timing and lift for optimum cylinder filling. In addition, the
timing of the intake valves is staggered and their lift asymmetric -
creating a swirl effect within the combustion chambers. The result is
increased burn speed with improved combustion stability. As engine
rpm builds, VTEC transitions to a high-lift, long-duration cam
profile for improved high-rpm engine output.

The RSX uses two variations of VTEC, a new streamlined version for
the RSX, and a high-performance version for the Type-S.

The 160 horsepower RSX employs a new version of VTEC to boost
performance and reduce emissions that applies variable timing and
lift to the intake valves only. Additionally, the RSX system is
further simplified by utilizing only two roller arms per pair of
intake valves (instead of the usual three). During low rpm operation,
intake air is drawn almost exclusively through the primary intake
valve, thereby creating a very strong swirl effect to maximize
combustion. At 2,200 rpm, the secondary rocker arm engages the
primary rocker causing both intake valves to open for the same lift
and duration, substantially increasing airflow into the cylinder and
boosting performance.

The 200 horsepower RSX Type-S uses the same high-performance VTEC
design as the NSX, a three rocker arm system that varies the lift and
duration of both the intake and exhaust valves for maximum power
output. At lower rpm, the valves follow low lift, short duration
camshaft profiles to help boost low-end torque. Above 5,800 rpm, the
intake and exhaust valves are operated by high-lift, long-duration
cam profiles, for maximum high rpm horsepower.

When combined with VTC, both versions help the RSX engine produce
a remarkably broad and smooth power band with exceptional torque and
horsepower.

VTC (Variable Timing Control)
The new i-VTEC system adds a new camshaft VTC (Variable Timing
Control) system to VTEC for continuously variable camshaft phasing
across the engine's entire power band. As engine rpm builds, a VTC
actuator - controlled by an engine-control unit that monitors cam
position, ignition timing, exhaust O2, and throttle position -
;advances or retards the intake cam throughout the 50 degree range,
optimizing engine output and reducing emissions.

During typical operation, the intake camshaft timing is almost
fully retarded at idle to help provide more stable idling while
reducing exhaust emissions (NOx). As rpm increases, the intake
camshaft is advanced, opening the intake valve sooner and providing
additional valve overlap. This results in increased fuel economy (by
reducing pumping losses) and a further reduction in exhaust emissions
(by creating a large, internal exhaust gas re-circulation effect).

Also, to generate additional power throughout the rev range, the
intake camshaft is continuously varying the amount of advance or
retard, instantly adjusting to provide additional power as required
by the driver.

CYLINDER HEAD / VALVETRAIN

The RSX engine uses an aluminum cylinder head and a
double-overhead-cam, four-valve-per-cylinder valvetrain incorporating
the new i-VTEC system. A generous "squish" area around the combustion
chambers yields increased gas turbulence for faster flame propagation
and excellent efficiency. The camshafts are operated by a
silent-chain drive that helps provide smooth, refined performance
while also being maintenance-free.

ENGINE BLOCK / CRANKSHAFT
The all-new RSX engine features a compact aluminum block with cast-in
iron liners - a design known for its light weight, high rigidity, and
excellent durability. The block has a one-piece aluminum crankshaft
carrier which has ferrous-carbon inserts in the bearing caps for
additional strength. The Type-S version also incorporates a stiff,
cast-aluminum oil pan. The crankshaft is a highly rigid, forged-steel
design that uses a special micro-polished surface finish for reduced
friction and increased durability.

In addition, the Type-S engine uses high-strength connecting rods
and crankshaft as well as high-compression cast-aluminum pistons.

In the RSX, the transversely mounted engine block has been rotated
180 degrees, bringing the exhaust manifold closer to the catalyst for
improved light-off and reduced emissions at start-up.

DUAL-STAGE INTAKE MANIFOLD (RSX MODEL)
On the 160 horsepower RSX engine, a dual-stage intake manifold
utilizes two intake runners for each cylinder, one longer than the
other. Below 4600 rpm, only the longer of the two runners delivers
air to the cylinder - taking advantage of the inertia effect of the
long intake path. Above 4600 rpm, however, a rotary valve in the bore
of the short runner opens to allow the passage of additional air to
the cylinder. This has the effect of boosting midrange and high-rpm
power by utilizing the inertia effect at both low and high rpm.

SHORT-LENGTH PERFORMANCE-TUNED INTAKE (RSX TYPE-S MODEL)
On the Type-S powerplant, a short, high-performance single-stage
manifold is used to help boost high-rpm power.

PROGRAMMED FUEL INJECTION (PGM-FI)
Each of the RSX engines is equipped with a Programmed Fuel Injection
(PGM-FI) system. The system monitors such variables as throttle
position, engine temperature, intake-manifold pressure, atmospheric
pressure, exhaust-gas oxygen content, and intake-air temperature. It
controls fuel delivery by four newly developed, multi-holed injectors
mounted in the cast-aluminum intake manifold. The ECU also tracks the
operation of the engine with position sensors on the crankshaft and
both camshafts.

EXHAUST SYSTEM
Standard on the RSX is a newly designed, stainless-steel, low
heat-mass exhaust system. The system employs a new, high-density
catalytic converter for improved light-off performance and reduced
hydrocarbons and NOx. Emissions performance is further improved
thanks to the engine's new design, which positions the exhaust
manifold on the rear of the engine - which shortens the distance that
the exhaust gases must travel to the catalytic converter, resulting
in faster light-off and more complete conversion of the exhaust
gases. The exhaust system also incorporates an "e-shaped" dual-path
pipe that optimizes the exhaust flow for improved torque and lower
emissions.

To help the Type-S produce 200 horsepower the exhaust system has
been tuned to further reduce backpressure.

NOISE, VIBRATION AND HARSHNESS (NVH) CONTROL
In addition to their outstanding power and response, the RSX engines
have been engineered for class-leading smoothness and refinement. To
that end, the 2.0-liter four-cylinder employs such NVH-reducing
features as highly rigid, ferrous-carbon inserts in the main bearing
caps for added rigidity, a one-piece crankshaft carrier, a silent
chain cam drive, and a stiff, cast-aluminum oil pan (Type-S). Four
engine mounts (two liquid-filled) and reinforcements in the engine
compartment help further reduce engine noise and vibrations.

110,000-MILE TUNE-UP INTERVALS
The RSX's first scheduled tune-up is required at 110,000 miles (only
routine inspections and fluid changes are required during this
period). Credit for this longevity goes to long-wearing
platinum-tipped spark plugs, a long-life timing chain, and careful
engineering of the precisely manufactured DOHC valvetrain - which
reliably maintains proper valve tappet clearances until the
110,000-mile first tune-up (under normal conditions).

5-SPEED MANUAL TRANSMISSION (RSX)
The transmission on the Acura RSX is a new 5-speed manual equipped
with a short-stroke shift linkage for superb shifting quickness and
feel. For smooth, progressive shift engagement and low clutch-pedal
effort, the transmission includes a refined hydraulic clutch unit.
The transmission also uses a new clutch friction material for
improved performance, long life, easy engagement, and reduced
friction area.

5-SPEED AUTOMATIC SEQUENTIAL SPORTSHIFT TRANSMISSION (RSX)
Available as an option on the RSX is an all-new 5-speed automatic
transmission equipped with Sequential SportShift. Exceptionally
lightweight and compact, the 5-speed is designed to provide
best-in-class performance and superb fuel economy.

Compared with the 4-speed automatic in the Integra, the RSX
5-speed offers greatly reduced shift shock and improved shift
smoothness - thanks to a new linear solenoid direct-acting control
with new control logic. Shifting ease is enhanced via a new, highly
intuitive shift-gate design.

The RSX 5-speed automatic is equipped with a Sequential SportShift
system similar to the one originally introduced in the NSX sports
car. The SportShift transmission operates as an automatic or puts
gear selection in the hands of the driver, much like a manual
transmission. By moving the console-mounted transmission selector
handle to the left of the "Drive" position into a special SportShift
gate, upshifts and downshifts can be commanded with a quick fore or
aft motion. Gear selection is indicated by an LED display located
between the tachometer and speedometer.

To foster the immediate feel of a manual transmission, in
SportShift mode the transmission logic commands firmer shifts that
are quicker than in automatic mode. Additionally, the system is
engineered to deliver an unusually quick response time to shift
commands as compared with other semi-manual automatic transmissions.

The Sequential SportShift system parallels the operation of a
manual gearbox, but with built-in safety override features. The logic
will not allow a downshift that would cause the engine to over-rev in
the driver-selected lower gear. The transmission will stay in the
selected gear until the vehicle approaches a complete stop, and then
will shift into first automatically. During acceleration, the
transmission will not upshift automatically in SportShift mode;
however, should the driver fail to command an upshift in time, the
engine ECU will cut off the fuel flow to prevent the engine from
over-revving. If the over-revving continues after the fuel cut, the
transmission will upshift automatically.

GRADE LOGIC CONTROL (5-AT)
To improve powertrain smoothness and reduce gear "hunting" on steep
grades, the 5-speed automatic transmission is also equipped with a
standard Grade Logic Control system. Using sensors that monitor
throttle position, vehicle speed, and acceleration/deceleration and
then comparing these inputs with a map stored in the transmission
computer, the system is able to determine when the vehicle is on an
incline and adjust the shift schedule for improved climbing power or
downhill engine braking.

Despite its high-performance 6-speed design, the new RSX
transmission is actually the same weight and is even more compact
than the 5-speed manual transmission in the Integra GS-R. In
addition, the new 6-speed employs a new wide-angle, clutch-torsion
mechanism with two-stage hysteresis to greatly reduce the gear
rattling that plagues many conventional 6-speed transmission designs.

Further refining the transmission's sporty, high-quality feel is a
short-stroke clutch pedal for quicker shifting, a hydraulic damper
integrated with the master cylinder for reduced clutch vibration, and
a new clutch-friction material for improved clutch engagement feel.